Road Tests: Full Test

Road Test Coordinator Neil Chirico says:
Knowing that the new Thunderbird is based on the Lincoln LS platform and that it shares that sedan's powertrain, I did not expect a positive encounter with the new Thunderbird. But in the end, I found that I appreciated the car for what it is: an image-making boulevard cruiser.

First, let's enumerate my dislikes. I was disappointed to find that Ford used the same center stack of climate and audio controls as the Lincoln, but felt it worked well with the T-Bird's design theme. The instrument cluster, with its white gauges and turquoise pointers, lent an appropriately retro touch to the cabin, but I found that I had to position the steering wheel much too high for comfort in order to read the speedometer. Other interior concerns centered around quality issues, like the passenger-side door speaker grille that was not properly attached to the door panel. Like the Lincoln LS, the minuscule center console storage area is worthless.

With the top up, the T-Bird did seem to boast one of the quietest convertible cabins I've ever experienced, and the cowl shake usually associated with a drop-top seems well controlled. It was certainly better than a Lexus SC 430 I drove recently. Engine performance is spirited and more than adequate for the Thunderbird's relaxed nature. The suspension offers an impressive mix of good handling and compliant ride. All in all, the underpinnings are better suited to the Thunderbird than they are to the Lincoln.

The Thunderbird has returned to its roots, comfortable being more of the cruiser of old rather than the NASCAR wannabe it had become in the 1990s. I feel that Ford has definitely hit the mark with the new Thunderbird, bringing nostalgia back into full swing.

Contributing Editor Erin Riches says:
Want a romantic two-seat roadster that still feels as big and safe as a rear-wheel-drive American sedan? If so, you're probably an ideal Thunderbird customer.

Having recently driven a Lincoln LS V8, I thought that I already had a fair idea of how the roadster would feel (indeed, even with just two seats and a tiny trunk, the Thunderbird weighs slightly more than the LS). The powertrain was the same, of course, except that the T-Bird lacked the SelectShift automanual functionality. As expected, the five-speed automatic was still confused by abrupt changes in throttle application, though it seemed healthier than the transmission in our long-term 2000 LS.

Unlike my colleagues, I felt that the softer suspension tuning (compared to the Lincoln) allowed plenty of wallow on all but the smoothest surfaces. Furthermore, this is not a car that you'll wish to exercise on winding two-lane roads; I grew woozy as our test roadster rolled lazily around each turn, taking its own good time to respond to inputs from the overboosted steering. If my criticism seems harsh, keep in mind that the T-Bird cruised comfortably up Pacific Coast Highway, its V8 allowing me to sail past slower-moving traffic while enjoying breathtaking views of the ocean. And I think this is what Thunderbird ownership has to be about.

Inside, I was bit put off by the manual adjustment for the seatback recline and the lack of articulating headrests. Although the stereo and climate controls are standard corporate-issue, I was heartened by the distinctive aquamarine-needled gauge cluster and the faux aluminum accents (much preferred to plastic woodgrain inserts). Taken as a whole, the cockpit is comfortable and user-friendly, though the rattle from our nearly new test car's dash and the squeak from its driver seat don't bode well for long-term integrity.

The T-Bird's top-up visibility is mediocre among convertibles. Ford has provided a wider expanse of rear glass, which gives the roadster great rearward visibility. Unfortunately, the extra glass necessitates more fabric along the side of the car and narrower side windows. During my test drive, I had to cross a two-lane highway and found that I was forced to look out the rear window to check for traffic on the far side.

The more I drove the Thunderbird, the more I liked the Lincoln LS. Its deft handling, five-passenger capacity and usable trunk are all more appealing to me. But I know that other people value open-air travel and cutting-edge styling more than I.

Senior Editor Christian Wardlaw says:
You're going to read plenty of commentary about how soft the new Thunderbird is. Critics are going to complain about the plush ride, the lifeless and disconnected steering, and what feels like leisurely acceleration. In fact, after pushing the car's limits on a twisty road, I thought to myself, If I bought a new Thunderbird, the first thing I'd do is ship it to Kenny Brown down in Indianapolis, have him rework the suspension, and stick a supercharger on the engine.

But then I thought, By the time I spent the money on the car, the shipping and the modifications, I could've just bought a Corvette convertible and saved myself thousands of dollars. After arriving at that conclusion, the new Thunderbird and I hit it off nicely. We even did some speedy, drama-free driving once we got to know one another better.

Nobody who buys this car and wants to take a spirited ride along a twisting canyon, coastal or country road will be dismayed with its performance, especially if the driver knows the nuances of that particular stretch of pavement. The T-Bird is deceptively speedy, the five-speed automatic transmission snapping off quick shifts in a seamless fashion, the suspension doing a fairly good job of controlling squat, dive and roll (though not jounce and rebound). The steering has a satisfying heft to it, but offers little feedback from the road. The brakes work extremely well, but fade with repeated use.

If not for the view of the bulging fenders and fake hood scoop through the windshield, the driver might be led to believe this was a Lincoln LS with the top chopped off (which, I suppose, it is). The dashboard, instrumentation, controls, steering wheel, center console and door panels are all taken directly from the Lincoln, with minor modifications to make them somewhat unique to their application in the Thunderbird.

Unfortunately, the digital displays that work well in the sun-protected interior of the Lincoln get washed out when the T-Bird's top is dropped. There is little interior storage, and the center console armrest is uncomfortably tall. At higher speeds, wind occasionally buffets the backs of the seats, and without a windblocker, hairdos are going to be wiped out anytime the top is down.

I came away from my drive in the 2002 Thunderbird liking the car a great deal. And if reaction from fellow motorists, passersby and various onlookers is any indication, the general public likes it, too.